Brake



R. GUILLERY May 1; 1928.

BRAKE Filed Jan.27, 1923 5 Sheets-Sheet 1 May 1, 1928.

1,668,274 R. GUILLERY' BRAKE Filed Jan.27, 1923 5 Sheets-Sheet 2 WZWW I A27 6-.

May 1, 1928.

R. GUILLERY 'BRAKE Filed Jan. 27, 1925 5 Sheets-Sheet 5 Fig.

1 snring the simultaneous '45 Fig. 6'.

Patente d May 1, 1923.

UNITED STAT maxi: eummnx,

as PATENT OFFICE.

BRAKE.

Application fled January 27,

The present invention relates to a braking device for the running truck of a-vehicle,

characterized by the combination, with a special system of brake gear or brake rig 6 ging, of a braking device for the steering wheels, permitting adifierential brakin on these latter during turning of the .ve iicle and uniformly: distributi'ng .the stresses exerted on the elements of the brake gear enbraking of the four wheels of the vehicle. The brakes of the nonsteering wheels can be of any known type, while the brakes on the steering wheels-constitute a special device ,the control of which is combined with that of the brakes on the,'nonste'ering wheels by abrake gear rovided with a suspended rocking bar uni ormly distributing on all the parts to be controlled, the stress exerted on a single operating member. v

The accompanying drawingillustrates by way of example two forms of carr ing out the braking device forming'thsubwct-matter of the invention. s

Fig. 1 is a diagram illustrating the kinematic principleaccording to which the braking device for'the steering wheels operates.

' Fig. 1 is a diagrammatic view of the modification of the invention. I

Fig. 2 shows in elevation, with .partial cross sections, a steering wheel provided" with its braking device in accordance with the invention.

' f Fig. 3 is a vertical section according to lines 3-3-3 of Fig. 2. a

Fig. 4 is a horizontal sectiOn accord ing to line 4-4 of Fig. 2. 1

Fig.6 is'a perspective view showing the brake gear'as' used for the control of the brakes on the iour wheels of a, motor vehicle. Fig. 6 shows in front view a constructional modification of the braking device .for the front'wheel's. I i a Fig. 7 is a side view corresponding to Fig. 8 is a horizontal section according to 8-8of Fig.7. Fig. 9 is a partial horizontal section ac- .cordin to 9-9 of Fig.6. 1

The rakin device for the steering wheels rests on the inematic principle illustrated in Fig. 1. e

If it is considered that an involute are a b a generated from a circle having a center 0, and that the tangents a w and c y a position of the fixed axis 11 1923, Serial in. 015,202, and in France January :0, 1m.

subtend an angle less than then cular are having a center of passing through a b a does not sensibly differ from the involute arc.

From the foregoing it results, if the axis of rotation of the wheel at'an angle to the axle'ls at the point 0, and the center 0 be the cirfixed relative to the axle at a slight distance from the point 0, the distances of the points "a and c from the point 0. will not materially change in the movement of the wheel, and will not due to this fact either materiall increase or decrease the brake action whic -is not desiredby the conductor or driver.

' The circle. having 0 for center, being the pitch circle of a gear and the straight line a a: being'for instance a rack, it will be possible to control .the braking member by causing the gear to'rota-te whatever may be the,

the wheel. 1

In practice, the axis of oscillation of the steerin wheel to be througi the point 0 corresponding to the. position of the advancement of the vehicle on the road, if in a straight line, that is to say when the hubs of the wheels are in a plane parallel to the axle. But it will .be understood that if such advancement is in a curved path'by reason of 'oscillation'of the wheel onthe axis o, it is possible to obtain a differential such that the braking action is, more intense on the wheel which describes the inner curve.

Figs. 2,. 3, 4, illustrate a first form of carrying out the princi 1e which has just been set forth. .The bralhng device for the steering wheels comprises a support 1 secured on the front axle in any suitable manner; in a fork piece of this support isheldtlle ear 2 controlled from the exterior by the ever 3'engaging with its axis and constantly brought back by the spring/L. .A rack 5 gears with the pinion-2 and is guided in a 1 ear casein two arts 6"and the end bearin of which extends in an orifice in the cheefi 8. This cheek 8 carries'the, axis 9 of the wheel 10, the levers of the steering control and about which are pivoted the 'jaws 12 which ensure the braking by bearing. on the inner surface of the drum 13 integral with the wheel 10. This-cheek 8 is moreover made in one piece with the bearing 14 of the pivot .15 about which moves the front braked will pass;

braking on the curves,

.the steering wheels about their respective braked steering whee As already indicated, the axis of the, pivot 15 passes throu 11 the point 0, at a certain I distance from t 1e axis wet the pinion 2, in proximity to the pitch circle of the latter.

The portion of the rack 5 within the brake drum 13 is terminated by'a fork piece 16 pivots 15 do not change the position of the point of contact of each of the rollers 17 with the bearings 18 of the brake jaws 12, that is to say do not exert anyaction on the braking, which is exclusively controlled by the lever 3..

However, the position of the point 0 can be so chosen that, in a curve, the braking is more intenseon the wheel whichis, internal relatively to the curve than onthe other wheel. In other words, a differential braking can be exerted, resulting from a determined position of the evolvent, described by the end of the member engaging the brake jaws, relatively to the ivoting center of the According as the latter is set inwardly or outwardly, one and the same displacement of the-operating member controlling the brake gear determines a. greater or less relative displacement of the rollers and engaged surfaces of the jaws.

' Referring to Figure 1", it will be seen that when the steering wheels are movable J through a sector ofabout 90, that is when they can pass through a sector of 45 in each direction, the point 16 of the'toothed rack 5 strikes an arc of evolvent c whichdoes not differ substantially from an arc of a circle (l struck from .the point 0 as center. This case, which is that in which the pointo' is the .pivot of a steering wheel, shows that whatever the angular position of the steering wheels about the point 0, there is no relative. movement ofthe fork piece 16. relatively to the surfaces 18. of the brake jaws (Figure 4) which means that no braking is produced. If the position of the point 0 is at 01, when the steering wheels are set for passing a curve, the point of the surfaces 18-'of -the brake 'a-ws, which wasforiginally in contact with -t e fork piece 16, describes acircum- 'ference d which is clearly different from the ,evolvent c. The result is that without any angular movement of the pinions 2, the fork piece 16 has been subjected relatively toithe surfaces 18, to adisplacement ef or gh its direction of actionon' the brake jaws.

The wheel (left side of Figure 1*) is the inner wheel relatively to the curve (if the vehicle moves accordin to the arrow j) and it will be understood tfi v placement of the inions 2 under t e action of the control of tile brakes, the. braking will be stronger on the left 'wheel than on the right wheel. Thesame applies to a lock of the wheels in an opposite direction to that of the arrows i, the movement to be consid-- ered being in this case the movements g-h.

at for the same an 'ular' dis It must be understood that thedead stroke of the jaws, that is their possible movement without contacting with t e brakedrums, is

sufficiently great to prevent the relative movements e--/ or g h from bringing about an inopportune braking, the brakin being produced solely as desired by the drlver by the angular movement of the pinions 2. In other words, the movement of the point 0 within 0" altersfthe periods of time within which commence the respective brakings'of the steering wheels for-the same angular movement of the pinions 2.

This particularity which, is derived from the diagrammatic principle illustrated in Fig. 1 and resulting from the position of the are of evolvent described by the rollers 17, relatively 'to the circumference the center of which is on the axis of the pivot 15 and passes through these rollers '17, constitutes one of the essential characteristics features of the invention But it is to be understood that by the expression initial position 'of the point 0, is meant the position of this latter when the steering wheels are set for determining the movement of the car according to a straight line.

In the form of construction illustrated in .Figs. 6 to 9, the key 16 acting on the brake 'aws 12, rotates about an axis connected y a lever to the rack, as will be explained hereafter. j I,

On the axis of the steering pivot and at its upper end, is rigidly mounted a member 1, forming a projection relatively to the sup port 14; from this. fact, this member is always in a stationary position relative to the axle body. This'member' 1 carries an axis 1 on'which is centered a hub or boss of which is engaged y a lever 3 connected to the brake gear. A casing 7 covering the gear 2' and capable the cirar 2 the of freely .prvotlng about the" axis 1, supports socket 34 rotating in. a support 8' cast in cular rack 5 constantly'in gear with the pinion 2. The end of the frontextension of this rack 5 is connected bya ball joint to the end of the lever 32; a dust-protector 37 protects the rack 5 against the projections of mud.

The support 14 is preferably made of stamped steel and of such pattern as to be .inclifl'erently suitable for. the 'right-hand wheel or the left hand wheel; it carries, on the one hand, the swivel 9 of the wheel and, on the other hand, the pivot 11 of the braking jaws 12. This pivot 11, which is extended'for the wheel situated on the side of the steering gear, constitutes'the lever 11' engaging with the steering control the small sides 36 of which are connected by the coupling bar.

The control of the key or cam 16 is effected in the followingmanner: 4 'The lever 32.is keyed at the end of the one piece with the dust-protector 8, secured by bolts 8" on the support 14 and by ad justment on the cylindrical body of the pivot 11 of the jaws. The socket 34 drives, in its an lar displacements, the cam-carrying axis 33 by a tenon and notch connection arranged at 33 and permitting a slight floating of the axis 33 relatively to the socket 34. This floating 'w permitted by the 7 use of a rubber ringwhich, whilst noracc'entua,tion of the braking on the wheel tion on the cam 16,

mally ensuringthe' centering of the axis 33 can be subjected to slight distortions.- This arrangement is adapted to preserve the cheek 8 from the-reactions entering in 210- v u n braking and to transfer them on the liir edpivot 11 of the jaws 12. In the .form of construction of Fi 1.to 4, an angular displacement of the. p ane of the wheel about its pivot has no action on the braking, other than that resulting from the slight displacem'entof the point of contact 0 (Fig. 4) of the rack 5 with the pinion 2, action which causes, as. explained an which. is situated inwardly relatively to the curve.

The brake gear which determines the. si-

multaneous control ofthe braking on the four wheels and which uniformly distributes the reaction exertedinthe control member is illustrated in Fig. 5. This brake gear comprises a rocking bar 19 transversely arranged tothe frame, of the car and. suspended to this frame by two links 20 the.

two ends of whichare ball-'ointed. This rocking. bar is integral wit 21-22 and 23 24= to. the ends of which are two levers attached the links 25 and 26 of the frontand rear brakes. The operating'member for the brakesis, for instance, a pedal 27 4 which acts through a link or rod 28 on the bell crank lever 29 one of the arms of which engages, through the pulling link 30, with the lever 31 integral with the rocking bar 19.

The lever 31 is horizontally arrangedso that 'the torsion torque transmitted to the rocking bar may act alone'by traction on the links 25 and '26 through the levers 21-22, 2324 and that the stressvexerted on the lever'31 is supported by the links 20. This lever 31 might be placed in another position, but in this case'its action on the to connect said cam with said rack, a casing including a slide guide for said, rack, an axis maintained in a position) stationary with respect to the axle and serving asa pivot forsaid casing, a 'inion mounted so as to rotate concentrical -with said axis and constantly engaged with said rack,'the

pivot axis of the wheel and the point of con-' tact of the teeth of the rack'and pinion being. substantially 'identical when the wheels .are parallel with the body of the car and .means for displacingsaid pinion angu arly. 2. In a drivmg mechanism for the actuate ing cam of the brake-shoes on the front wheel of an automobile,a rod kinematically connected with the actuatingcam, an axis casingpivotedon the axis,'a slide-guide in said casing for said rod, a .pinion rotatably mounted. on the axis and arranged concentric'ally withrespect to the pivot of said casing, a plurality of teeth forming a rack on said rod, and constantly in engagement w th said pinion the pivot axis of the wheel and the point of contact of the teeth of the rack and" pinion being" substantially identical when the wheels are"parallel with the body of the'car, and means-for displacing said pinion angularly.

. In testimony whereof I have signed my name to this specification. 1 t

was GUILLEBY. 

